Improvement in platform spring-wagons



3 Sheets-Sheet 1. M. HALFPENNY & E. B. EMMON$.

Platform Spring-Wagon. No. 222,992. Patented Dec. 30,1879.

, INVENTUR m. ATTORNEY MPDERQ PHOTQLITHOGRLPHER, WASHINGTON. u c.

3 Sheets-Sheet 2.

M. HALFPENNY & E. B. EMMONS.

" Platform Spring-Wagon.

No. 222,992. Patented Dec. 30, I879.

INVENTOR ATTORNEY UNITED STATES PATENT ()FFICE.

MARTIN HALFPENNY AND EDGAR B. EMMONS, OF PONTIAC, MICHIGAN.

IMPROVEMENT IN PLATFORM SPRlNG-WAGONS.

Specification forming part of Letters Patent No. 222,992, dated December 30, 1879; application filed October 28, 1879.

To all whom it may concern:

Be it known that we, MARTIN HALFPENNY and EDGAR B. EMMONS, of Pontiac, county of Oakland, State of Michigan, haveinvented a new and useful Improvement in Platform Spring-Wagons; and we do hereby declare the following to be a full, clear, and exact description of the same, such as will enable others skilled in the art to which it pertains to make and use it, reference being had to the accompanying drawings, which form a part of this specification.

Our invention consistsin the combination ofdevices and applianceshereinafterdescribed, and pointed out in the claims.

In the drawings, Figure 1 is a plan view of a device embodying our invention. Fig. 2 is a side elevation of same. Fig.3 is a frontelevation of the same. Fig. dis aseparate view of the king-bolt mechanism.

A is a wagon frame or bed. It is attached by a king-bolt, B, to the rear cross-bar, G, of the hounds D. The short cross-bar C of the hounds is presented forward, and the hounds diverge from this cross-bar as they recede to the rear.

E is the axle. The springs F are attached to the axle, with their long arms projecting to the rear, and at the extremities they are attached to the rear ends of the hounds D. The forward ends, E of the side springs are coupled with the ends of the cross-spring F,to which the forward ends of the hounds or their cross-bar G are attached by clips or by other suitable means, so that the forward ends of the hounds are supported by the cross-spring F.

G is the circular bar, which serves the purpose of the fifth-wheel. In the instance shown we have made this bar only semicircular; but it may be continued so as to form, if desired, a complete circle, or more or less of a circular arc.

Beneath the center of the forward end of the wagon-frame is a bracket, H, having anti-friction rollers H at its ends, while at its center it is attached by a pivotal connection, H with the wagon'fraine. Clutches H project downward and underneath the circular bar or fifthwheel, so as to prevent the wagon-bed from lifting free from the circular bar. This construction of the bracket H always insures a firm bearing upon the circular bar, while the anti-friction rollers reduce the wear to what maybe occasioned by rolling friction alone. The pivotal connection H enables the wagonbed to rock laterally without disturbing the bearing upon the circular bar.

We do not limit ourselves to the use of semielliptic springs, such as are shown in the drawings, for the side springs as well as the crossspring may be full elliptic springs. So, also, if desired, a cross-bar might join the forward ends of the side springs, and upon that cross bar the cross-spring might be secured; or it might be used in connection with the semielliptic cross-spring to support an auxiliary spring, which should act as a re-ent'orce to the cross-spring.

c is a cross-brace, which, with the central bolt or post, 0, constitutes a truss, which acts to strengthen and support the central part of the cross-bar 0 adjacent to the kingbolt.

Heretofore in the construction of platformw agons the draft has usually been directly from the forward ends of the hounds. In our device, however, the shackles for the pole or shaft are located at the forward ends of the side springs, F, so that the strain is directly upon the axle near its ends. In this way the frame is not so liable to become wrenched by the strains thrown upon it, and the draft bein g from the axle, the horses can pull the load with greater ease, owing to the well-known fact that with a low attachment, whereby the team can exert a lifting strain, they can secure better foot-hold. The king-bolt B is so constructed as to prevent all tendency to rock in a forward-and-back direction, yet it permits a perfectly free lateral rocking motion, and all the strain is removed from the bolt itself. It is constructed as follows: E is the king-bolt proper. Its elongated head is housed in the recess 1) of the plate B. A wearingplate, B rests upon a cylindrical ridge, 1), on the plate B, and a tongue, b entering a corresponding groove in the cylindrical projection 7), pre .vents end play in the direction of the length of the said cylindrical projection. This wearing-plate has a collar, b, which projects into an annular passage-way in the cap-plate B The king-bolt may be secured to the bolster A by a nut, as shown.

It is apparent that this construction of the king-bolt mechanism relieves the bolt entirely from strain, except occasionally such as might arise by accidental causes, which would have a tendency to lift the wagon-frame from the spring-platform. Were it not for such strains the king-bolt mechanism would be complete and operative Without any king-bolt. This king-bolt mechanism is equally well adapted in any locality where such bolt mechanism is usually employed; and we do not therefore limit ourselves in its use to the particular mechanism shown, for itis equally well adapted for any other kind of wagon, cars, &c.

A rubber spring or other suitable spring, h, maybe employed to prevent rattling at the pivotal connection H The bolster A, to which the king-bolt connection is made, is located back from the front of the wagon-frame, so that the forward end of the frame is nearly over the forward ends of the hounds or points of connection of the pole or shafts, so that the team is brought close to the load, the length of the vehicle is materially shortened, thus enabling it to be turned about within a narrow compass. Moreover, the arrangement of the hounds so as to diverge from front to rear affords a ready attachmentfor therearends of the sidesprings, E, and at the same time a stiff, strong, and secure attachment for the center of the crossspring F.

Another advantage arises from the employ ment of side springs having long ends projecting rearward of their attachment to the axle, with short stiff ends projecting forward of the axle, because the projecting short ends are very stiff and strong, and enable the pole to beattached directly thereto without the use of draft-rods, the draft being at the same time brought low and close to the axle.

What we claim is- 1. The-combination, with the wagon-frame and circle-bar, of the bracket H, having rollers H journaled in its opposite ends, and provided with pivotal connections H and clutches H substantially as set forth.

2. The combination, with the wagon-frame and king-bolt, located at a distance back from the front of the frame, of a bracket located beneath the front of the frame, pivoted to the frame, the said bracket'having anti-friction rollers at its extremities running upon a circlebar beneath, substantially as and for the purposes described.

3. The combination, with the circle-bar and wagon-frame, of the bracket H, provided with rollers H and pivotal connections H sub stantially as and for the purposes described.

4. The combination, with the platform and bolster, of the plate B, provided with a central opening and semicircular ridges or bearings .b b, wearing-plate B )rovided with the tongue-and-groove connections and projectin g collar b cap-plate B and bolt B, the latter provided with a semi-cylindrical head, which is located beneath the bearings b b, substantially as set forth.

In testimony whereof we sign this specification in the presence of two witnesses.

MARTIN HALFPENNY. EDGAR B. EMMONS.

Witnesses:

W. O. BELLoWs, WILL. M. PORTER. 

